Airplane control system



y 29, 1947.. T. s. HOLMES I 2,424,889.." AIRPLANE CONTROL SYSTEM 1 FiledAug 20, 1943 3 Sheets-Sheet 1 IN V EN TOR.

77 8c 5. Ho/mesj' AH orney' July 29, 1947. -r. s. HOLMES AIRPLANECONTROL SYSTEM Filed Aug. 20, 1943 3 Sheets-Sheet 2 INVENTOR.

7729 5 fio/mes July 29, 1947. T. s. HOLMES AIRPLANE CONTROL SYSTEM FiledAug. 20, 1943 3 Sheets-Sheet 3 INVENTOR. 7Facy .5 Holmes V GZ/fiWAHorney Patented July 29, 1947 UNITED STATES PATENT OFFICE.

AIRPLANE CONTROL SYSTEM Tracy S. Holmes, Vallejo, Calif.

Application August 20, 1943, Serial No. 499,368

13 Claims.

This invention relates to the control surfaces of airplanes and relatesmore particularly to providing an improved and simplified constructionof the same.

The conventional airplane control surfaces consist of ailerons on thetrailing edges of each wing, and tail surfaces consisting of ahorizontal structure composed of a stationary stabilizer and movableelevators, and a vertical structure composed of a stationary stabilizerand a rudder member. Operation of the ailerons and elevators and ruddersurfaces for the purpose of increasing or decreasing the altitude orchanging the course of an airplane are well known to those skilled inthe art.

Ordinarily, the ailerons and elevators are controlled by one mechanismand the rudder is controlled by another.

In the past various attempt have been made to interconnect the variouscontrolling media in order that they may be controlled by a singlemechanism. In order to accomplish this purpose several ideas have beenadvanced.

One prior method of simplifying the control of airplanes has been toeliminate the movable rudder surface and supplant the same by one ormore stationary vertical stabilizers. The elevators used in this type ofstructure are substantially conventional. The ailerons and elevatorsurfaces are interconnected in such a manner that a change of directionis obtained by banking the plane by the raising and lowering of theappropriate ailerons and changing the course by the proper operation ofthe elevator. In such an instance the elevator is raised while the planeis banked in the same manner as the elevator would be raised to gainaltitude when the plane is in level flight. Operation of the elevator inthis manner while the plane is banked tends to force the tail down andthe nose of the plane up, and one difficulty of this method ofcontrolling an airplane has been that all turns, made without adjustmentof engine speed, are climbing turns.

Another method of simplifying the operation of airplane control has beento eliminate the movable elevator and supplant the same with a largehorizontal stationary stabilizer. The conventional rudder is preserved.Change in elevation is obtained by increasing or decreasing the enginespeed. The ailerons and rudder are interconnected and in order to turn,the plane is banked and the rudder is used as conventionally used. Thisgenerally results in a skidding turn in which the tail of the planerises and swings away from the turn. If such a maneuver is accomplishedwithout increasing engine speed, elevation is lost.

It is obvious that the above attempted solutions are unsatisfactory inthat they sacrifice maneuverability.

The object of my invention is to provide simplified tail surfaces, themovable elements of which have both horizontal and vertical componentswhen the airplane is on an even keel.

It is a further object of the invention to provide an airplane in whichneither of the aforesaid turning difficulties is present.

It is a further object of the present invention to provide an airplanein which the ailerons and tail surfaces are connected in such a mannerthat the tendency to spin is eliminated.

I1; is a further object of the present invention to provide an airplanecontrol system whereby the airplane may be operated entirely by a singlemechanism and where no maneuverability is lost, which airplane is easyto operate and in which the opportunity of error by the pilot is reducedto a minimum.

Other objects and advantages of the invention will be apparent from thefollowing description of certain preferred embodiments thereof asillustrated in the accompanying drawing.

Referring to the drawing:

Fig. 1 is a top plan view of the tail surfaces or empennage of anairplane,

Fig, 2 is a rear elevational view of tail surfaces or empennage of anairplane,

Fig. 3 is a side elevational view of the tail surfaces or empennage ofan airplane,

Fig. 4 is a plan view ofan airplane showing the control surfaces andcontrol cables of an airplane, and

Fig. 5 is a plan view of the mechanism for operating the controlsurfaces of an airplane.

Fig. 6 is an expanded view of a portion of the operating mechanism.

As shown in Figs. 1, 2 and 3, the empennage or tail surfaces of myairplane consist generally of stabilizers I and 2 and theircomplementary movable tailsurfaces 3 and 4. Members 3 and 3 are mountedupon members I and 2 respectively by virtue of rods 5 and 6 which passthrough members 3 and 4 and the abutting ends ofwhich may be journaledin stationary stabilizers l and 2 respectively in any convenient mannerallowing movement of surfaces 3 and 4 about the axes of rods 5 and 6. IExtending perpendicularly from the upper surfaces of members 3 and 4 areprovidedbracket l and 8 respectively, to which are connected controlcables 9 and lil respectively. Extending perpendicularly from the lowersurfaces of members 3 and 4 are provided brackets H and iii to which areconnected control cables 2| and 22 respectively. Operation of the cables9 and Hi and 2| and 22 will be explained hereafter.

I have provided stabilizer l which in the preferred embodiment is shownas depending from the fulselage, although this is merely a preferredembodiment which may be placed above the fuselage in conventionalposition without altering the concept of my invention, Rudder member i5is adapted to move with respect to stabilizer i6 and may be connected tosaid stabilizer and to the fuselage by means of a shaft 20 which I haveshown extending the length of the rudder and into the fuselage. I haveprovided brackets H and I2 extending perpendicularly from said ruddersurface l5 which brackets are connected to control cables I3 and Mrespectively. Operation of control cables 13 and I4 will be describedhereinafter. Rudder i5 is used only while taking oif and in landing andis not used while the plane is in ordinary flight. Rudder l5 and theenlarged stationary stabilizer l6 are for the purpose of lendingdirectional stability to the plane.

It will be noted that stabilizers l and 2 and movable members 3 and 4differ substantially from the conventional elevators and stabilizers.Conventional stabilizers and elevator surfaces are substantiallyparallel to the horizontal axis of the airplane, and conventionalelevator surfaces have merely a vertical component.

It will be noted tfrom Fig. 2 that stabilizers I and 2 and tail surfaces3 and 4 are not parallel to the horizontal axis of the airplane but areset at an angle of approximately 30 to said axis. These surfaces haveboth a horizontal and vertical component and it will be clear thatoperation of either or both surfaces 3 and 4 affects both components andwill affect the position of the airplane with respect to its horizontaland vertical axes rather than with respect to a singleaxis as is thecase in previous control surfaces.

By virtue of their having both vertical and horizontal components, thetail surfaces also act as stabilizers with respect to the vertical andhorizontal axes of the airplane. These surfaces can be so built that theprojected surface of each of the tail surfaces will approximate the areaof the conventional rudder and elevators.

The area of the conventional tail surfaces is determined by well knownformulae which take into account among other things the size of theplane, the weight of the plane, the tail arm length, cruising speed,etc., and the size of the elevators or rudder may easily be determined.It will be recalled however that each of the conventional surfaces havebut one component and control the plane with respect to only one of itsthree axes. The same factors, that is size, weight, tail arm length,cruising speed, etc., govern not only the size of the tail surfaces ofthe present invention, but also the dihedral angle of the surfaces.Since each of tail surfaces 3 and 4 have two components, it is clearthat the dihedral angle of these surfaces is governed by the amount ofcontrol'desired with respect to the vertical and horizontal axes of theplane. The size of thesurfaces is easily determined as previouslypointed out. The dihedral angle will be greater if greater control abouta vertical axis is desired and will be less than shown. f the g testdesired control is with respect to the horizontal axis.

When a plane equipped with my invention is banked to the right, forexample, the horizontal projected surface of the tail surfaces decreasesand the down force upon the tail surfaces is lessened. However upon theraising of tail surface 4, a compensating force is created against thesurfaces of members 4 and 2 as well as on the more nearly horizontal finl and the plane will maintain a level flight. The same result naturallyoccur when the plane is banked to the left.

In Fig. 4 I have shown the adaptation of my invention to a conventionalairplane. The empennage is constructed integrally with fuselage l9,

Other control surfaces are ailerons 23 and 24 on wings 25 and 23respectively. Extending vertically from said ailerons are providedbrackets 21 and 28 respectively which in turn are connected to cables 3|and 29 respectively. Bracket 21 is attached to cable 3| and bracket 28is attached to cable 29. I have also provided similar brackets extendingvertically downward from these ailerons, which brackets areinterconnected by means of cable 30. It will be seen that when cable 31is drawn aileron 23 is raised from its normal position with respect towing 25. Raising of aileron 23 in turn draws cable 30 and lowers aileron24 with respect to its normal position with respect to wing 26. It isalso obvious that by drawing on cable 29 one will raise aileron 24.Raising of aileron 24 in turn draws on cable 30 and lowers aileron 23with respect to its normal position to wing 25. While cables 29 and 3!can be actuated by any conventional means I prefer that they be operatedby the device shown in Fig. 5 which I will explain in detail later inthis specification.

As previously explained rudder I5 is used only in landing and in takingoff and is controlled by cables 13 and I4. Cables l3 and M in turn areactuated by rudder bar 33 which is pivoted at point 34. This bar isoperated by the feet and swinging of bar 33 about the point 34 urgesrudder I 5 from side to side as desired.

To change the course of the conventional airplane requires the properoperation of the ailerons, the elevators, and the rudder. They must besimultaneously operated, so that when the plane is thrown intoa bank andwhen the correct angle of bank is attained the controls may beneutralized and the plane continues to swing in the turn. If the properangle of bank has been attained the proper degree of turn will beattained, but if the angle of bank has been too great or too little,further operation of the controls will be necessary.

Change of direction of an airplane equipped with my invention may bebriefly described as follows: In order to turn to the right, aileron 24is lowered, aileron 23 is raised, tail surface 4 is raisedend tailsurface 3 is allowed to remain in its neutral position. Lowering ofaileron 24 and raisin-gof aileron 23 raises wing 26 and lowers wing 25and places the plane in what is known as a bank. This increases thehorizontal component of tail surface 2 and when tail surface 4 israised, the tail of the plane is forced to the left. In order to turn tothe left, aileron 24 is raised, aileron 23 is lowered, tail surface 3 israised, and tail surface 4 remains in neutral position. In this instancewing 25 is raised and wing 26 is lowered and tail surface I acquires agreater horzontal component.

Since tail surfaces 3 and 4 have vertical components it is clear that inorder to gain altitude both tail surfaces 3 and 4 are raised, while, inorder to lose altitude, tail surfaces 3 and 4 are depressed. Indiscussing the aforesaid maneuvers I have assumed a constant enginespeed. However it is possible, as with conventional airplanes, to gainor lose altitude by increasing or decreasing the engine speed.Stabilizers and 2 of my airplane have a slight negative angle of attack.This negative angle is designed to keep the tail of the airplane downwhile at cruising speed. Increased speed increases the downward forceapplied to the tail surfaces and forces the tail of the plane downthereby causing the plane to rise.

It is also possible to lose elevation merely by decreasing the enginespeed of the airplane. Decrease of speed decreases the downward forceexerted on the surfaces of the stabilizers and allows the tail of theplane to rise.

I have previously pointed out that it is an object of my invention toprovide an airplane with the minimum number of control surfaces and theminimum number of control mechanisms. As I have stated use of rudder l5and its control by rudder bar 33 is limited to taking off and landingoperations. Its use is not contemplated during normal flight. Thereforeits use generally as a control media may be ignored.

This restricts the essential control surfaces of my airplane to four;tail surfaces 3 and 4 and ailerons 23 and 24. As I have previouslypointed out increasing and decreasing altitude and a change of course tothe right or to the left may be attained by the proper use of these fourcontrol surf-aces. Furthermore, to promote safety, it is my desire thatthe operator of the plane should not be able to increase or decrease hiselevation while turning, except fOr such increases or decreases ofelevation as may be attained by increasing or decreasing the enginespeed. Further it is my desire that at cruising speed, the

pilot may change his course to the right or left but may not increase ordecrease his elevation or he may increase or decrease his elevation butmay not change his course to the right or to the left. I have provided asimple single mechanism which permits increasing or decreasing elevationwithout permitting the turning to the right or left and which permitsturning to the right or left without allowing an increase or decrease inelevation.

An airplane controlled with my mechanism in such a manner that onecannot turn while gaining altitude, will not spin as it will fall out ofa stall along its longitudinal axis and not to one side.

This single control mechanism consists generally of steering wheel 35mounted upon longitudinal shaft 36. Shaft 36 passes. through controlpanel 31 and is suitably journaled within block 38 for rotation and forlongitudinal movement with respect thereto. The lower end of shaft 36 issuitably journaled for longitudinal and rotational movement within block4| which in turn is affixed to bulkhead 42, Between stationary blocks 38and 4| are provided blocks 39 and 49 which are adapted for longitudinalmovement with'respect to the shaft 36. 7

0n the lower end of shaft 36 I have provided a sleeve 43 which isadapted to fit over both shaft 6 36 and. a flexible shaft 44. Pins 45and 46 are adapted to pass through members 44, 36 and 43 to insure theircoordinated rotational movement with respect to each other. [Afiixed tothe lower end of a flexible shaft 44 I have provided sheave 45. Rotationof steering wheel 35 causes like rotation of sheave 45. Cables 29 and 3|are adapted for frictional engagement with sheave 45 and are operatedthereby. For example,

clockwise rotation of steering wheel 35 imparts clock-wise rotation tosheave 45 and winds cable 3| upon sheave 45 and unwinds cable 29.Winding up of cable 3| raises aileron 23 which, as previously pointedout, exerts a pull upon cable 39 and consequently lowers aileron 24.Counterclockwise rotation of wheel 35 imparts counterclockwise movementto sheave 45 and winds cable 29 upon sheave 45 and unwinds cable 3|.Winding up of cable 29 raises aileron 24 which exerts a pull upon cable36 and lowers aileron 23. It is obvious from the above that clockwiserotation of steering wheel 35 banks the plane to the right whilecounterclockwise rotation of steering wheel 35 banks the plane to theleft.

Also journaled upon shaft 36 I have provided blocks 39 and. 40 which areadapted for longitudinal movement with respect thereto. Rotation ofblocks 39 and 46 may be prevented by any conventional guide means suchas a cooperating pin adapted to slide within a slot in' a stationarymember. I have provided a keyway 39a in block 39, the forward portion ofwhich is spiral and the rear portion of which is annular. Pin 56 onshaft 36 is adapted to lie within keyway 39a. Rotation of shaft 36 in aclockwise direction causes pin 56 to follow the spiral portion of keyway39a and results in camming action of pin 56 in said keyway which cammingaction urges block 39- rearwardly. Rearward movement of block 39 drawscable H] which is reaved about suitable sheaves 46 and 48 to raise tailsurface 4. It will be noted that cable 22 which is connected todownwardly extendingbracket l8 on tail surface 4 is also connected toblock 39 and movement ofblock 39 in a rearward direction releases cable22 sufficiently to allow the raising of tail surface 4. Counterclockwiserotation of shaft 36 causes camming action in the spiral portion ofkeyway 39a and forces block 39 forwardly until tail surface 4 is in itsconventional position with respect to stabilizer 2. Continuedcounterclockwise rotation causes pin 56 to follow the annular portion ofkeyway 39a and imparts no motion whatsoever to block 39.

I have provided a longitudinal keyway 46a in block 46, the forwardportion of which is spiral and the rear portion of which is annular.-Pin 51 on shaft 36 is adapted to lie within keyway 46a and rotation ofshaft 36 in a counterclockwise direction causes pin 5'! to follow thespiral portion of keyway 46a and results in a camming action of pin 51in'said keyway which camming action urges block 46 rearwardly. Clockwiserotation of shaft 36 fro-m its extreme counterclockwise position to theposition at which pin 51 enters the annular portion of keyway 4611results in the returning of tail surface 3 to its conventional positionwith respect to stabilizer l. Continued clockwise rotation of shaft 36causes pin 51 to follow the annular portion of keyway 46a and results inno movement whatsoever of member 46 with respect to shaft 36. Block 40is suitably connected to cable 9 which is reaved about suitable sheaves49 and 5| and is connected to the upper bracket 1 on tail surface 3.Also con- 7 nected to block 40 is cable 2| which is suitably reavedabout sheaves 53 and 55 to bracket H on the lower side of tail surface3. 7

Thus it will be seen that counterclockwise rotation of shaft 36 causespin 51 to follow the spiral portion of keyway 40a and force block 40rearwardly thereby raising tail surface 3. The rearward movement ofblock 46 draws in cable H which raises tail surface 3. The slot 46a inthe block 40 is shown in Figure 6 which, it will be appreciated, is anexpanded view. The slot 39a in the block 39 is similar with theexception however that it lies in the opposite direction.

I have also provided pin 54 on shaft 36 which is adapted to lie withinlongitudinal keyway 38a an annular keyway 38b in stationary block 38.The restriction of pin 54 within these two keyways governs thelongitudinal and rotational movement of shaft 36 with respect tostationary block 38.

Thus it will be seen that longitudinal movement of shaft 36 may takeplace only when pin 54 is adapted to lie within keyway 38a, androtational movement of shaft 36 may take place only when pin 54 isadapted to lie within the annular keyway 3812. I have rounded the wallsof keyways 38a and 3812 where they intersect so that pin 54 at itsmedian position is allowed some degree of movement beyond the strictconfines of these two keyways. However very little combined rotationaland longitudinal movement may be obtained. Generally speaking whenlongitudinal movement occurs rotational movement may not occur and whenrotational movement occurs longitudinal movement is unobtainable.

Pins 56 and 51 and keyways 39a and 40a are so constructed that when key54 lies within keyway 38a, pins 56 and lie within the annular portion ofkeyways 39a and 4611 respectively.

Operation of my simplified control system may briefly be described asfollows: Longitudinal movement of shaft 36 may take place only while pin54 lies within the confines of keyway 38a and as previously explainedwhile pins 56 and 5'! lie within the annular portion of keyways 39aand40a respectively of blocks 39 and 40. Therefore longitudinal movementof shaft 36 operates cables Ill and 22 and 9 and 2| only. Longitudinalmovement of shaft 36 forwardly lowers tail surfaces 3 and 4 and causesthe plane to lose altitude. Rearward longitudinal movement of shaft 36raises tail surfaces 3 and 4 and causes the airplane to gain altitude.By virtue of the fact that member 44 is flexible, longitudinalmovementof shaft 36 has no eifect upon sheave 41.

Rotational movement of shaft 36 may take place only while pin 54 lieswithin the confines of keyway 38b.

Clockwise rotation of shaft 36 causes block 39 to move rearwardlythereby raising tail surface 4 and also causes clockwise rotation ofsheave 45 which raises aileron 23 and lowers aileron 24. This results inthe plane being banked to the right and further results in the operationof tail surface 4 which by virtue of the bank has an increasedhorizontal component and which causes the tail of the plane to be movedto the left. Rotation of shaft 36 in a clockwise direction has no effectupon tail surface 3.

Counterclockwise rotation of shaft 36 results in counterclockwiserotation of sheave 45 which raises aileron 24 and lowers aileron 23.Furthermore counterclockwise rotation of shaft 36 results in a rearwardmovement of block which raises tail surface 3. Operation of the ailerons23 and 24 throws the plane in a bank to the left, which increases thehorizontal component of tail surface 3. Raising of tail surface 3 causesthe tail of the plane to be urged to the right and the turn isaccomplished. It should be noted that counterclockwise rotation of shaft36 has no effect whatsoever upon tail surface 4 and the same remains inits neutral position.

When making turns either right or left by turning control wheel 35clockwise or counterclockwise, respectively, the control wheel isreturned to neutral when the desired angle of bank, which governs theradius of the turn, is attained. When the desired angle of turn isaccomplished the airplane is brought back to an even keel and a straightcourse by simply tuming the wheel 35 in a direction opposite to thatused to enter the turn and returning to neutral when on an even keel.

Gliding turns may be made by reducing the engine speed and operating thecontrol wheel as described above. Climbing turns may be made byincreasing the engine speed over normal cruising speed and operating'thecontrol wheel as described above for a normal turn in the horizontalplane at cruising speed.

I claim:

1. .In an airplane having ailerons on the wings thereof and twocomplementary disposed tail surfaces, each tail surface being angularlydisposed with respect to the horizontal transverse and vertical axes ofthe airplane to provide both vertical and horizontal components, acontrol member, means mounting the control member for both rotationaland longitudinal movement, control means for said ailerons responsive torotational movement of the control member for respectively elevating anddepressing the respective ailerons in response to the direction ofrotation of the control member, and control means for the tail surfacesselectively responsive to both rotational and longitudinal movement ofthe control member and including controlling connections responsivesolely to rotational movement of the control member and effecting anindividual operation of the responsive tail surfaces in response to thedirection of rotation of the control member, and also including othercontrolling connections responsive to longitudinal movement of thecontrol member to effect a simultaneous similar movement of the tailsurfaces in one direction or the other in response to the longitudinalmovement of the control member in one direction or the other and meansfor preventing simultaneous rotation and longitudinal movement of saidcontrol member.

2. In an airplane having ailerons on the wings thereof and twocomplementary disposed tail surfaces, each tail surface being angularlydisposed with respect to the horizontal transverse and vertical axes oftheairplane to provide both vertical and horizontal components, acontrol member, means mounting the control member for two types ofmovement, control means for said ailerons responsive to one type ofmovement of the control member for respectively elevating and depressingthe respective ailerons in response to the first of said types ofmovement of the control member, and control means for the tail surfacesselectively responsive to both types of movement of the control memberand including controlling connections responsive solely to the firsttype of movement of the control member and effecting individualoperation of the respective tail surfaces in response to said first typeof movement of the control member and also including other controllingconnections responsive to the second type of movement of the controlmember to effect simultaneous similar operation of the tail surfaces inone direction or the other in response to said second type of movementof the control member, and means for preventing both types of movementof said control member simultaneously.

3. In an airplane having ailerons on the wings thereof and twocomplementary disposed tail surfaces, each tail surface being angularlydisposed With respect to the horizontal and transverse axes of theairplane to provide both vertical and horizontal components, a controlsystem in which said airplane is banked by the operation of theailerons, is caused to lose or gain altitude by simultaneous operationof said tail surfaces, and is turned by the operation of one of saidtail surfaces, a control member, means mounting the control member forboth rotational and longitudinal movement, control means for saidailerons responsive to rotational movement of the control member forrespectively elevating and depressing the respective ailerons inresponse to the direction of rotation of the control member, and[control means for the tail surfaces selectively responsive to bothrotational and longitudinal movement of the control member and includingcontrolling connections responsive solely to rotational movement of thecontrol member and effecting individual operation of the respective tailsurfaces in response to the direction of rotation of the control member,and also including other controlling connections responsive tolongitudinal movement of the control member to effect simultaneoussimilar movement of the tail surfaces in one direction or the other inresponse to longitudinal movement of the control member in one directionor the other, and means for preventing simultaneous rotation andlongitudinal movement of said control member.

4. In an airplane having ailerons on the wings thereof and twocomplementary disposed tail surfaces, each tail surface being angularlydisposed with respect to the horizontal transverse and vertical axes ofthe airplane to provide both vertical and horizontal components, acontrol system in which said airplane is banked by the operation of aplurality of ailerons, is caused to lose or gain altitude by thesimultaneous operation of a plurality of tail surfaces each having avertical and horizontal component, and is turned by the operation of oneof said tail surfaces, a control member, means mounting the controlmember for two types of movement, control means for said aileronsresponsive to one type of movement of the control member forrespectively elevating and depressing the respective ailerons inresponse to said one type of movement of the control mem- .ber, andcontrol means for the tail surfaces selectively responsive to both ofsaid types of movement of the control member and including controllingconnections responsive solely to said one type of movement of thecontrol member and effecting individual operation of the respective tailsurfaces in response to said one type of movement of-the control member,and also including other controlling connections responsive to the othertype of movement of the control member to efiect simultaneous similarmovement of the tail surfaces in one direction or the other in responsetosaijd othertype of movement of the control member, and means forpreventing both of said 10 types of movement of said control membersimultaneously.

5. In an airplane having ailerons on the wings thereof and twocomplementary disposed tail surfaces, each tail surface being angularlydisposed with respect to the horizontal transverse and vertical axes ofthe airplane to provide both vertical and horizontal components, acontrol system for operating said ailerons and said tail surfaces inwhich said airplane is banked by the operation of said ailerons, iscaused to lose or gain altitude by the simultaneous operation of both ofsaid tail surfaces, and is turned by the operation of one of said tailsurfaces, a control member mounted for rotational and longitudinalmovement, means responsive to the rotation of said member for operatingsaid ailerons, means responsive to rotation of said member for operatinga single predetermined tail surface, and means responsive tolongitudinal movement of said member for operating both of said tailsurfaces simultaneouslmwhereby rotation of said member operates saidailerons and a predetermined tail surface and longitudinal movement ofsaid member operates both said tail surfaces but not said ailerons, andmeans for preventing simultaneous rotation of said member andlongitudinal movement thereof.

6. In an airplane having ailerons on the wings and two complementarydisposed tail surfaces, each tail surface being angularly disposed withrespect to the horizontal transverse and vertical axes of the airplaneto provide both verticaland horizontal components, a control system inwhich the airplane is controlled about its vertical axis by theoperation of one of said tail surfaces, and is controlled about itshorizontal transverse axis by the operation of both of said tailsurfaces, and is controlled about its longitudinal axis by the operationof said ailerons, a control member, said member being rotatable aboutits longitudinal axis and being movable along said axis, a controllingconnection on said member responsive to rotation of the same in onedirection to operate one of said tail surfaces, a second controllingconnection responsive to rotation of the member in the oppositedirection to operate the other of said tail surf-aces, a thirdcontrolling connection responsive to rotation of said member in eitherdirection but not responsive to movement of the member along itslongitudinal axis to operate only said ailerons, a fourth controllingconnectionresponsive to longitudinal movement of said member foroperating both of said tail surfacessimultaneously, means on said memberfor preventing its movement along its longitudinal axis when the same isbeing rotated about said axis or for preventing its rotation about saidaxis when the same is moved longitudinally thereto, said'meanscomprising a pin adapted to cooperate with an X slot in a stationarybearing in which said member is mounted, whereby when said member isused to control the airplane about itshorizontal transverse axis thesame may not be used to control the same about its vertical andlongitudinal axes and whereby when the same is used to control theairplane about its longitudinal and vertical axes its use to controltheoperation of the plane about its horizontal transverse axisis'prevented.

'7. In an airplane having ailerons on the wings thereof and a V tailassembly composed of a pair of tail surfaces mounted at an angle ofbetween 20 and 40 with respect to the horizontal transverse axis of theairplane, each of said tail surfaces hav n a ve ti an h rizontalcomponent a control system in which said airplane is banked by the r on.o sai a lerons s ca se to o or gain altitude by the simultaneousoperation of both of said tail surfaces, and is turned by the operationof one of said tail surfaces, a single control member, means mountingthe control member for two types of movement, control means for saidailerons responsive to one type of movemen? of the QQUWQl membe for ansa i n n esponse t on t pe of m e of thermo member, control means forthe an s ac espons e to b th t p of m me n h e nirp m mbe and udi 11-trolling conneotions responsive solely to one type f iii me Q t e contrl member d efiec siedivii a operat o 9 th p c v ta l s a e 9 5 Fi min sad ai plane in one di tio or ihsr in esp nse to aid mo eme of the ntr lmember and a so includin ot er c ntrolling connections responsive to theother type of o emen Q c n membe e e t ap m si i oveme f sa d ansurfaces iii'ene d rection or he oth o c use th airplane tolose or gainaltitude in respo se to said othertype of movement oi said controlmember,'iand means for preventing both types of movement of said controlmember si nultagieously.

8; n n l ne in a le ons the Wmgs thereof and two complementary disposedtail sureces each" ta l surfa e n ps larlv spose with respect to thehorizontal transverse and vera -ar of he irp ane o provi e b th v ti andhorizontal components, a control member, w nes r sa d ail ron spo s veto o type of movement oi the control member for respectively' elevatingand depressing the respective ailerons, 'in'response to said movement ofthe, control mb 1301 means or h all surfa es selectively responsive totwo types of movement t er me be an ille n n l i connections responsivesolely to said first type of movement of the control member andeffecting individual operation or the respective tail surfacesin"response to said type of movement of the control. member and alsoincluding other controlling. connections responsive to the second typeof movemen of the control member to effiect simultaneoussimilar movementof the tail: surfaces in one direction or the other in response to saidotheftype of movement of the control member and means for. preventingmore than one tvpeof movement. of said control member at a time.

111 an airplane h ing; a ron On h wi s thereof. and two complementarydisposed tail, surfaces, each tail surface being angularly. disposedwithrespect to the horizontal transverse, and vertical axes of the airplaneto provide both vertical and horizontal components, a single controlmember, control means operatively (3011-, nect'ed with. said controlmember for respectively elevating and depressing the resp ctive,ailerons in? responseto operation ofsaid control means, a second controlmeansoperatiVeIy connected with said control member, includincontrolling connections for elfecting an individual operation of eitherone or said tail surfaces alone and also including other controllingconnections for (shooting simultaneous similar o fl i tion of said tailsurfaces, and meansassociated with said control member for preventingsimultaneous operation of said first named control means and said secondnamed controlling connections.

10-, Inan airplane havingaileljons on thewings.

thereof and twocomplementary disposed tailsureach t i su i ce helpsapsularly disposed with espect to he; horizontal t ansverse a d veral aes of t e airplane to provide both ve tical an h r onta components, contol me ber control means associated with said control main: ba or said aie ons for respectively elevat n and depressing the respective aileronsin re; sponse to operation of said control'means, asec: and controlmeans associated with said control member for the operation of the tailsurfaces, including controlling connections for effecting an individualoperation of either one of said tail surfaces alone and also includingother controlling connections for efiecting simultaneous similaroperation of said tail surf ces, and means associated with said controlmember for prevente ing simultaneous operation of said first namedcontrol means and said second named controlling connections. 7

11. In an airplane having ailerons on the wings thereof and a V tailassembly composed of a pair of tail surfaces mounted at an angle ofbetween 20f and 411 with respect to. the horizontal trans! verse axis ofthe airplane, eachof said tail SUI-2 faces having a vertical andhorizontal component, one control member, control means operable by saidcontrol member, for respectively elevating and depressing the respectiveailerons in response to operation of said control means, a secondcontrol means operable by said control member including controllingconnections for efiecting an individual operation ofeither one of saidtail surfaces alone and also including other controlling connections foreffecting simultaneous similar operation of said tail surfaces and meansassociated with said control member for preventing simultaneous.operation of said first named control means andsaid second namedcontrolling connections.

12. In an airplane having ailerons on the wings thereof and twocomplementary disposed tail SUI-1 faces, each tail surface beingangularly disposed with respect to, the horizontal and transverse axisof the airplane) to provideeboth vertical and horizpntalcomponents, acontrol. system in which said airplane is banked by the operation of theailerons, is caused to lose or gain altitude by simultaneous operationof said tail surfaces, and is turned by, the operation of one of saidtail surfaces, one control member including control means for saidailerons for respectively elevating. and depressing thev respectiveailerons in response to operation of. said control member, a secondcontrol means for the tail. surfaces including control connections. foreffecting an individual operation of either one ofsaidrtailsurfacesalone and also. including other controlling connectionsfor efiecting simultaneous similar operations-lot said tail surfacesisresponse to operationiofi said ntro mem r a d me ns associ t d, w thsaid t lm p e for Prev n n simultaneo s op: eration; oi said first namedcontrol; means and said. second named controlling connections 13. In anairplanehavingailercns on the wings thereof and twocomplementarydisposedtall sur-v faces, each tail surface being angularly disposedith, es ct to h h ri ooial. and ransv axes of the airplaneto provideboth vertical, and horizontal components; a control system in which saidairplane is banked by the operation of the ailerons, is caused to loseor-gain altitude by the simultaneous similar operation of both of saidtail surfaces, and-isturnedby'the operation of one ofsaidtail surfaces,a control: member, control means, for said ailerons associated withsaldTRACY S. HOLMES.

REFERENCES CITED The following references are of record in the file ofthis patent:

Number Number UNITED STATES PATENTS Name Date Weiok 1 Mar, 8, 1938 Leigh21 Jan. 17, 1922 Ortgier 1- Nov. 8, 1921 Palmquist Dec, 15, 1931Petersen Aug. 24, 1920 Mueller Mar. 7, 1933 Brimm, Jr July 16, 1929Capdevila July 11, 1916 Chase July 19, 1910 FOREIGN PATENTS Country DateFrance Oct. 17, 1912 Great Britain May 11, 1937 Great Britain Aug. 16,1940 Great Britain June 16, 1936

